DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS

actuated by pulling back on the brake lever and depressing the knob attached to the left side of the handle. To release the parking brake, pull back on the brake lever to disengage the catch mechanism and allow the handle to swing forward (refer to Figure 7-5). REPORT: VB-880 /-5 ISSUED: DECEMBER 16, 1976 SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-28-161, CHEROKEE WARRIOR II THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-880 7-6 ISSUED: DECEMBER 16, 1976 PIPER AIRCRAFT CORPORATION PA-28-161, CHEROKEE WARRIOR II SECTION 7 DESCRIPTION AND OPERATION FLIGHT CONTROL CONSOLE Figure 7-3 7.9 FLIGHT CONTROLS Dual flight controls are provided as standard equipment. The flight controls actuate the control surfaces through a cable system. The horizontal surface (stabilator) is of the flying tail design with a trim tab mounted on the trailing edge. This tab serves the dual function of providing trim control and pitch control forces. The trim tab is actuated by a trim control wheel located on the control console between the front seats (Figure 7-3). Forward rotation of the wheel gives nose down trim and aft rotation gives nose up trim. The rudder is conventional in design and incorporates a rudder trim. The trim mechanism is a spring loaded recentering device. The trim control is located on the right side of the pedestal below the throttle quadrant (refer to Figure 7-5). Turning the trim control clockwise gives nose right trim and counterclockwise rotation gives nose left trim. REPORT: VB-880 7-7 ISSUED: DECEMBER 16, 1976 SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-28.161, CHEROKEE WARRIOR II Manually controlled flaps are provided on the PA-28-161. The flaps are balanced and spring loaded to return to the retracted (up) position. A control handle, which is located between the two front seats on the control console (Figure 7-3), extends the flaps by the use of a control cable. To extend the flaps, the handle is pulled up to the desired flap setting of 10,25 or 40 degrees. To retract, depress the button on the end of the handle and lower the control. When extending or retracting flaps, there is a pitch change in the airplane. This pitch change can be corrected either by stabilator trim or increased control wheel force. When the flaps are in the retracted (up) position the right flap, provided with an over-center lock mechanism, acts as a step. NOTE The right flap will support a load only in the fully retracted (up) position. When the flap is to be used as a step, make sure the flaps are in the retracted (up) position. 7.11 ENGINE CONTROLS Engine controls consist of a throttle control and a mixture control lever. These controls are located on the control quadrant on the lower center of the instrument panel (FigureT-5) where they are accessible to both the pilot and the copilot. The controls utilize teflon-lined control cables to reduce friction and binding. The throttle lever is used to adjust engine RPM. The mixture control lever is used to adjust the air to fuel ratio. The engine is shut down by the placing of the mixture lever in the full lean position. For information on the leaning procedure, see the Avco-Lycoming Operator's Manual. The friction adjustment lever on the right side of the control quadrant may be adjusted to increase or decrease the friction holding the throttle and mixture controls or to lock the controls in a selected position. The carburetor heat control lever is located to the right of the control quadrant on the instrument panel. The control is placarded with two positions: "ON" (down), "OFF" (up). ISSUED: DECEMBER 16, 197 6 REVISED: JUNE 29,1981 REPORT: VB-880 7-8 PIPER AIRCRAFT CORPORATION PA-28-161, CHBROKEE WARRIOR II SECTION 7 DESCRIPTION AND OPERATION 0\ \ 0 P\K CONTROL QUADRANT AND CONSOLE Figure 7-5 I§SUED: DECEMBER 16, 1976 REPORT: VB-880 7-9 SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-28-161, CHEROKEE WARRIOR II ffi -r+ 2 ------- :- :/-,2/:= ,a;/ -.a - z-'-z;z/22'z r.UEL SELECTOR Figure 7-7 7.13 FUEL SYSTEM Fuel is stored in two twenty-five gallon (24 gallons usable) fuel tanks, giving the airplane a total capacity of fifty U.S. gallons (48 gallons usable). Each tank is equipped with a filler neck indicator tab to aid in deter- mining fuel remaining when the tanks are not full. Usable capacity to the bottom of the indicator tab is 17 gallons. The tanks are secured to the leading edge of each wing with screws and nut plates. This allows removal for service or inspection. The fuel tank selector control (Figure 7-7) is located on the left side panel forward of the pilot's seat. The button on the selector cover must be depressed and held while the handle is moved to the OFF position. The button releases automatically when the handle is moved back to the QN position. An auxiliary electric fuel pump is provided in case of the failure of the engine driven pump. The electric pump should be ON for all takeoffs and landings and when switching tanks. The fuel pump switch is located in the switch panel above the throttle quadrant. The fuel drains should be opened daily prior to first flight to check for water or sediment. Each tank has an individual drain at the bottom, inboard rear corner. A fuel strainer, located on the lower left front of the fire wall, has a drain which is accessible from outside the nose section. The strainer should also be drained before the first flight of the day. Refer to paragraph 8.21 for the complete fuel draining procedure. Optional Iocking fuel caps are available for all fillers. A single key will fit fuel caps, cabin door and baggage door compartments. REPORT: VB-880 7-10 ISSUED: DECEMBER 16, 1976 REVISED: NOVEMBER 20, 1981 PIPER AIRCRAFT CORPORATION PA.28.161, CHEROKEE WARRIOR II SECTION 7 DESCRIPTION AND OPERATION nn0nu rlIIUrt txGrxt tuH. PUilP futl Iffi $ltcloR YrtYt NEHI IIIX TTXI rutL 0ulilTm Elucts FUEL SYSTEM SCHEMATIC Figure 7-9 REPORT: VB-880 7-11 ISSUED: DECEMBER 16, 197 6 SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION P4.28.I61, CHEROKEE WARRIOR II Fuel quantity and fuel pressure gauges are mounted in a gauge cluster located on the left side of the instrument panel to the right of the control wheel (refer to Figure 7-15). An optional engine priming system is available to facilitate starting. The primer pump is located to the immediate left of the throttle quadrant (refer to Figure 7-5). 7.15 ELECTRICAL SYSTEM The electrical system includes a 14-volt, 60 amp alternator, a l2-volt battery, a voltage regulator. an over- voltage relay and a master switch relay (FigureT-11). The battery is mounted in a thermoplastic box immediately aft of the main spar on the right side of the fuselage below the rear passenger seat. The regulator and overvoltage relay are located on the forward left side of the fuselage behind the instrument panel. Electrical switches are located on the right center instrument panel (refer to Figure 7-15) and the circuit breakers are localed on the lower right inslrument panel (refer to Figure 7-13). A rheostat switch on the left side of the switch panel controls the navigational lights and the radio lights. The similar switch on the right side controls and dims the panel lights. Standard electrical accessories include a starter, electric fuel pump, stall warning indicator, cigar lighter, fuel gauge. ammeter. and annunciator panel. The annunciator panel includes alternator and low oil pressure indicator lights. When the optional gyro system is installed, the annunciator panel also includes a low vacuum indicator light. The annunciator panel lights are provided only as a warning to the pilot that a system may not be operating properly, and that he should check and monitor the applicable system gauge to determine when or if any necessary action is required. Optional electrical accessories include navigation lights, anti-collision light, landing Iight, instrument Iighting. and cabin dome light. Circuits will handle the addition of communications and navigational equip- ment. An optional light, mounted in the overhead panel, provides instrument and cockpit lighting for night flying. The light is controlled by a rheostat switch located adjacent to the light. A map light window in the lens is actuated by an adjacenl switclr. WARNING Anti-collision lights should not be operating when flying through cloud, fog or haze, since the reflected light can produce spatial dis- orienlation. Strobe lights should not be used in close proximity to the ground such as during taxiing, takeoff or landing. NOTE On airplanes with interlocked BAT and ALT switches, the ALT switch is mechanically inlerlocked with the BAT switch. When ALT switch is turned ON, the BAT switch will also be turned ON. On airplanes with separate BAT and ALT switch operation, the switches may be positioned independently as desired. REPORT: VB-880 7-L2 ISSUED: DECEMBER 16, 1976 REVISED: JUNE 29,1981 PIPER AIRCRAFT CORPORATION PA-28.161, CHEROKEE WARRIOR II SECTION 7 DESCRIPTION AND OPERATION Unlike previous generator systems, the ammeter as installed does not show battery discharge; rather, it indicates the electrical load on the alternator in amperes. With all the electrical equipment off and the master switch on, the ammeter will indicate the charging rate of the battery. As each electrical unit is switched on, the ammeter will indicate the total ampere draw of all the units including the battery. For example, the average continuous load for night flight with radios on is about 30 amperes. This 30 ampere value plus approximately 2 amperes for a fully charged battery will appear continuously under these flight conditions. The amount of current shown on the ammeter will tell immediately if the alternator system is operating normally, as the amount of current shown should equal the total amperage drawn by the electrical equipment which is oper- ating. For abnormal and/or emergency operation and procedures, see Section 3. ISSUED: DECEMBER 16, 197 6 REVISED: DECEMBER 18, 1980 REPORT: VB-880 7-13 SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAF'T CORPORATION PA.28.161, CHEROKEE WARRIOR II LAIP TEST _E:=- caSht LIGHT AXTEFNAL POEN soLEt.or0 : EXTENNAL POTER R€CEFTŧ-E I OPTIq{AL I R€LÅ' EI{ERGIZIIIG CIRCI.rT MAS'ER INTERLOCK BAMERY A ALTERNATOR IT ALII 8AT1 YY it I -J_ :SEPARATE EATTERY E ALTERNATOR swrrcHES o aLTERN I SwlrCH I = t^oro lxTEtFEtflrc§ crnlcroR ALTERNATOR AND STARTER SCHEMATIC REPORT: VB-880 7-14 ISSUED: DECEMBER 16, 197 6 REVISED: DECEMBER 18, 1980 Figure 7-l I PIPER AIRCRAFT CORPORATION PA.28.161, CHEROKEE WARRIOR II SECTION 7 DESCRIPTION AND OPERATION t CIRCUIT BREAKER PANEL Figure 7- l3 7.17 VACUUM SYSTEM* The vacuum system is designed to operate the air driven gyro instruments. This includes the directional and attitude gyros when installed. The system consists of an engine driven vacuum pump, a vacuum regulator, a filter and the necessary plumbing. The vacuum pump is a dry type pump. A shear drive protects the pump from damage. If the drive shears, the gyros will become inoperative. A vacuum gauge, mounted on the far right instrument panel provides a pilot check for the system during operation. A decrease in pressure in a system that remained constant over an extended period may indicate a dirty filter, dirty screens, possibly a sticky vacuum regulator or leak in the system (a low vacuum indicator light is provided in the annunciator panel). Zero pressure would indicate a sheared pump drive, defective pump, possibly a defective gauge or collapsed line. In the event of any gauge variation from the norm, the pilot should have a mechanic check the system to prevent possible damage to the system components or eventual failure of the system. A vacuum regulator is provided in the system to protect the gyros. The valve is set so the normal vacuum reads 5.0 t.l inches of mercury, a setting which provides sufficient vacuum to operate all the gyros at their rated RPM. Higher settings will damage the gyros and with a low setting the gyros will be unreliable. The regulator is located behind the instrument panel. Vacuum pressure, even though set correctly, can read lower at very high altitude (above 12,000 ft), and at low engine RPM (usually on approach or during training maneuvers. This is normal and should not be considered a malfunction. *Optional equipment REPORT: VB-880 7-15 ISSUED: DECEMBER 16, 197 6 SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-28.I61, CHEROKEE WARRIOR II 7.19 INSTRUMENT PANEL The instrument panel (Figure 7-15) is designed to accommodate instruments and avionics equipment for VFR and IFR flights. The radios and the circuit breakers are located on the upper and lower right panel respectively, and have circuits provided for the addition of optional radio equipment. An optional radio master switch is located near the top of the instrument panel between the radio stacks. It controls the power to all radios through the aircraft master switch. An emergency bus switch is also provided to provide auxiliary power to the avionics bus in event of a radio master srvitch circuit failure. The emergency bus switch is located behind the lower right shin guard left of the circuit breaker panel. An engine cluster is located to the right of the pilot control wheel and includes a fuel pressure gauge, a right and left main fuel quantity gauge, an oil temperature gauge and an oil pressure gauge. Standard instruments include a compass, an airspeed indicator, a tachometer, an altimeter, an ammeter, an engine cluster, and an annunciator panel. The compass is mounted on the windshield bow in clear view of the pilot. The annunciator panel is mounted in the upper instrument panel to warn the pilot of a possible malfunction in the alternator, oil pressure, or vacuum systems. Instrument options available for the panel includes a suction gauge, vertical speed indicator, attitude gyro, directional gyro, clock, tru-speed indicator and a turn and slip indicator or turn coordinator. The attitude gyro and directional gyro are vacuum operated through the use of a vacuum pump installed on the engine, while the turn and slip indicator is electrically operated. The vacuum suction gauge is on the far right of the instrument panel. REPORT: VB-880 7-16 ISSUED: DECEMBER 16, 1976 REVISED: JULY 3,1979 PIPER AIRCRAFT CORPORATION PA-28-161, CHEROKEE WARRIOR II SECTION 7 DESCRIPTION AND OPERATION P9 i äE is* täfugä;ä;gg E5 d E=ttJan tro Ffi . E -Euä* ä. 3t gEiE:=TiTEä*äg aä993ö=959=zEg<Our.n=(Jeq.<UJOZZL 5F o=FO 6o ; *q* =*- Eålrt-eägnEsf E=EEEä;=gääEäi d d F at d c, ; .i ci q d c; t- a, -F§§aR§INNN§a§a anö-Nar,!tt,(oFoo,o §a ('t c, a't c.l (t (', c, a, (,, (r' !t - c.i d €'.i a, F c, of ci J Gi c'i c ?FF?F INSTRUMENT PANEL Figure 7-15 ISSUED: DECEMBER 16, 1976 REVISED: JULY 3,1979 REPORT: VB-880 7-17 SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-28-161, CHEROKEE WARRIOR II 7.2I PITOT.STATIC SYSTEM The system supplies both pitot and static pressure for the airspeed indicator, altimeter, and the optional vertical speed indicator (Figure 7- l7) Pitot and static pressure are picked up by a pitot head installed on the bottom of the left wing and carried through pitot and static lines within the wing and fuselage to the gauges on the instrument panel. An alternate static source is available as optional equipment. The control valve is located below the left side of the instrument panel. When the valve is set in the alternate position, the altimeter, vertical speed indicator and airspeed indicator will be using cabin air for static pressure. The storm window and cabin vents must be closed and the cabin heater and defroster must be on during alternate static source operation. The altimeter error is less than 50 feet unless otherwise placarded. Both the pitot and static lines can be drained through separate drain valves located on the left lower side of the fuselage interior. A heated pitot head, which alleviates problems with icing and heavy rain, is available as optional equipment. The switch for the heated pitot head is located on the electrical switch panel to the left of the right control wheel. To prevent bugs and water from entering the pitot and static pressure holes, a cover should be placed over the pitot head. A partially or completely blocked pitot head will give erratic or zero readings on the instruments. NOTE During the preflight, check to make sure the pitot cover is removed. ISSUED: DECEMBER 16, 1976 REVISED: JUNE 30, 1978 REPORT: VB-880 7-18 PIPER AIRCRAFT CORPORATION PA-28-161, CHEROKEE WARRIOR II SECTION 7 DESCRIPTION AND OPERATION lz -L//: I. ALTIMETER 2. AIRSP€EO INOICATOR 3. PITOT HEAT SWTTCH .. VERTICALSPEEO INOICATOR 3. PTTOT HEAO 5. DRAIN VALVES I PITOT-STATIC SYSTEM Figure 7-17 REPORT: VB-880 7-19 ISSUED: DECEMBER 16, 197 6 SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION P4.28.161, CHEROKEE WARRIOR II I, FRESH AIR IilLET Z ORAIN TUEE {EARUER MOOEI.SI 3. FRESH AIR BLOUGR 4. EULI(HEAD ASSEMELY 5. FRESH AIR OUCT 6. CAB]II EXI{AUST OUTLET 7. OEFROSTER OUTLET 8. ELOA'EH SA\ITCH PA'{EL 9, DEFROSTER COT'TROL IO. HEATEfi COI{T8OL 1I. CÅEIN HEAT DNERSION COiTIROL T2. FRESHANCONTROL I3. FRESH AIR INLEI {EARLIER MOOELSI 14. FRESH AIR NLET ITATER MOOELSI J] ,r-/7l- .\ FORWARD FACING LOUVERS ON SIOE OF FUS€I.AGE I cre,N xerr ) rnesx run aaaOt o/ ,J ,' o /a .a a' --nrtl L ){ z-'1 .-\! ) |v-' /,, I I ) l-/' \ I I A /'i,Q' ,t 12 (7-.. t--- < - 9/",l \L --- HEATING AND VENTILATING SYSTEM Figure 7-19 REPORT: VB-880 7-20 ISSUED: DECEMBER 16, 197 6 REVISED: JULY 3,1979 PIPER AIRCRAFT CORPORATION PA.28.161, CHEROKEE WARRIOR II SECTION 7 DESCRIPTION AND OPERATION 7.23 HEATING AND VENTILATING SYSTEM Heat for the cabin interior and the defroster system is provided by a shroud attached to the muffler (Figure 7-19). The amount of heat can be regulated with the controls located on the far right side of the instrument panel. The airflow between front and rear seats can be regulated by the heat diversion controls located on either side of the console atop the heat ducts. CAUTION When cabin heat is operated, heat duct surface becomes hot. This could result in burns if arms or legs are placed too close to heat duct outlets or surface. Fresh air inlets are located in the leading edges of the wings near the fuselage. At each front seat Iocation there is an adjustable fresh air outlet on the side of the cabin near the floor. Rear seat vents are optional. Cabin air is exhausted through an outlet located below the rear seat. An optional overhead ventilating system with outlets over each seat is also available. An additional option to aid in fresh air circulation on models without air conditioning is a cabin air blower to force air through the overhead vent system. This blower is operated by a fan switch with four positions - "OFF," "LOW" "MED," and "HIGH." The switch is located on the right side of the instrument panel with the heater and defroster controls. 7.25 CABIN FEATURES For ease of entry and exit and for pilot-passenger comfort, the front seats are adjustable fore and aft. The right front seat tilts forward to allow easy entry to the rear seats. The cabin interior includes a pilot storm window, ash trays and armrests on each front seat, two map pockets and pockets on the backs of the front seats. The front seats can be equipped with optional headrests and optional vertical adjustment. Seat belts are standard equipment for both front and rear seats. A single strap adjustable shoulder harness located above the side window, protects each front seat occupant. Optional shoulder straps for the rear seat occupants are available. The shoulder strap is routed over the shoulder adjacent to the window and attached to the lap belt in the general area of the occupant's inboard hip. Adjust this fixed strap so that all controls are accessible while maintaining adequate restraint for the occupant. Shoulder harness with inertial reels are available for all four seats. A check of the inertia reel mechanism is made by pulling sharply on the strap. The reel should lock in place under this test and prevent the strap from extending. For normal body movements. the strap will extend or retract as required. ISSUED: DECEMBER 16, 1976 REVISED: NOVEMBER 20, 1981 REPORT: VB-880 7-21 SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-28-161, CHEROKEB WARRIOR II 7.27 BAGGAGE AREA A 24 cubic foot baggage area, located behind the rear seat, is accessible from the cabin or loaded through a large 20 x 22 inch outside baggage door on the right side of the fuselage. Maximum capacity is 200 pounds. Tie-down straps are available and they should be used at all times. NOTE It is the pilot's responsibility to be sure when the baggage is loaded that the aircraft C.G. falls within the allowable C.G. range. (See Weight and Balance Section.) 7.29 STALL WARNING An approaching stall is indicated by an audible alarm located behind the instrument panel. The indicator activates at between five and ten knots above stall speed. 7.31 FINISH All exterior surfaces are primed with etching primer and finished with acrylic lacquer. To keep the finish attractive, economy size spray cans of touch-up paint are avaiiable from Piper Dealers. I I An optional polyurethane finish is available. RBPORT: VB-880 7-22 ISSUED: DECEMBER 16 1976 REVISED: APRIL 17,1989 PIPBR AIRCRAFT CORPORATION PA-28.I61, CHEROKEE WARRIOR II SECTION 7 DESCRIPTION AND OPERATION 7.33 PIPER EXTERNAL POWER'f An optional starting installation known as Piper External Power (PEP) is accessible through a receptacle located on the right side of the fuselage aft of the baggage door. An external battery can be connected to the socket, thus allowing the operator to crank the engine without having to gain access to the airplane's battery. Instructions on a placard located on the cover of the receptacle should be followed before using the external power. For instructions on the use of the PEP see; STARTING WITH EXTERNAL POWER SOURCE in Section 4 - Normal Operating Procedures. 7.35 EMERGENCY LOCATOR TRANSMITTER* The Emergency Locator Transmitter (ELT) when installed, is located in the aft portion of the fuselage just below the stabilator leading edge and is accessible through a plate on the right side of the fuselage. This plate is attached with slotted-head nylon screws for ease of removal; these screws may be readily removed with a variety of common items such as a dime, a key, a knife blade, etc. If there are no tools available in an emergency the screw heads may be broken off by any means. The ELT is an emergency locator transmitter which meets the requirements of FAR 91.52. A battery renlacement date is marked on the transmitler to comply with FAA regulations, the battery must be replaced on or before this date. The battery must also be replaced if the fansmitter has been used in an emergency situation or if the accumulated test time exceeds one hour, or if the unit has been inadvertently activated for an undetermined time period. NOTE If for any reason a test transmission is necessary, the test trans- mission should be conducted only in the first five minutes of any hour and limited to three audio sweeps. If the tests must be made at any other time, the tests should be coordinated with the nearest FAA tower or flight service station. NARCO ELT IO OPERATION On the ELT unit itself is a three position switch placarded "ON," "OFF' and "ARM." The ARM position sets the ELT so that it will transmit after impact and will continue to transmit until its battery is drained. The ARM position is selected when the ELT is installed in the airplane and it should remain in that position. To use the EI-T as a portable unit in an emergency, remove the cover and unlatch the unit from its mounting trase. The antenna cable is disconnected by a left quarter-turn of the knurled nut and a pull. A sharp tug on the two small wires will break them loose. Deploy the self-contained antenna by pulling the plastic tab marked "PULL FULLY TO EXTEND ANTENNA." Move the switch to ON to activate the transmitter. In the event the transmitter is activated by an impact, it can only he turned off by moving the switch on the ELT unit to OFF. Normal operation can then be restored by pressing the small clear plastic reset button located on the top of the front face of the ELT and then moving the switch to ARM. A pilot's remote switch located on the left side panel is provided to allow the transmitter to be turned on from inside the cabin. The pilot's remote switch is placarded "ON" and "ARMED." The switch is normally in the ARMED position. Moving the switch to ON will activate the transmitter. Moving the switch back to the ARMED position will turn off the transmitter only if the impact switch has not been activated. *Optional equipment. ISSUED: DECEMBER 16, 1976 REVISED: APRIL 13,1979 REPORT: VB-880 7-23 SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-28-161, CHEROKEE WARRIOR II The ELT should be checked to make certain the unit has not been activated during the ground check. Check by selecting 121.50 MHz on an operating receiver. If there is an oscillating chirping sound, the ELT may have been activated and should be turned off immediately. This requires removal of the access cover and moving the switch to OFF, then press the reset button and return the switch to ARM. Recheck with the receiver to ascertain the transmitter is silent. CCC CIR 11-2 OPERATION On the unit itself is a three position selector switch placarded "OFF," "ARM" and "ON." The ARM position is provided to set the unit to the automatic position so that it will transmit only after impact and will continue to transmit until the battery is drained to depletion or until the switch is manually moved to the OFF position. The ARM position is selected when the transmitter is installed at the factory and the switch should remain in that position whenever the unit is installed in the airplane. The ON position is provided so the unit can be used as a portable transmitter or in the event the automatic feature was not triggered by impact or to periodically test the function of the transmitter. Select the OFF position when changing the battery, when rearming the unit if it has been activated for any reason, or to discontinue transmission. NOTE If the switch has been placed in the ON position for any reason, the OFF position has to be selected before selecting ARM. If ARM is selected directly from the ON position, the unit will continue to transmit in the ARM position. A pilot's remote switch, located on the Ieft side panel, is provided to allow the transmitter to be controlled from inside the cabin. The pilot's remote switch is placarded "ON," "AUTO/ARM" and "OFF/RESET." The switch is normally left in the AUTO/ARM position. To turn the transmitter off, move the switch momentarily to the OFF/RESET position. The aircraft master switch must be ON to turn the transmitter OFF. To actuate the transmitter for tests or other reasons, move the switch upward to the ON position and leave it in that position as long as transmission is desired. The unit is equipped with a portable antenna to allow the locator to be removed from the aircraft in case of an emergency and used as a portable signal transmitter. The locator should be checked during the ground check to make certain the unit has not been accidentally activated. Check by tuning a radio receiver to 121.50 MHz. If there is an oscillating sound, the locator may have been activated and should be turned off immediately. Reset to the ARM position and check again to insure against outside interference. REPORT: VB-880 7-24 ISSUED: DECEMBER 16, 1976 REVISED: APRIL 13,1979 PIPER AIRCRAFT CORPORATION PA.28.161, CHEROKEE WARRIOR II SECTION 7 DESCRIPTION AND OPERATION 7.37 AIR CONDITIONING* The air conditioning system is a recirculating air system. The major items include: evaporaror, condenser, compressor, blower, switches and temperature controls. The evaporator is located behind the left rear side of the baggage compartment. This cools the air that is used for air conditioning. The condenser is mounted on a retractable scoop located on the bottom of the fuselage and to the rear of the baggage compartment area. The scoop extends when the air conditioner is "ON" and retracts to a flush position when the system is "OFF." The compressor is mounted on the forward right underside of the engine. It has an electric clutch which automatically engages or disengages the compressor to the belt drive system of the compressor. An electrical blower is mounted on the aft side of the rear cabin panel. Air from the baggage area is drawn through the evaporator by the blower and distributed through an overhead duct to individual outlets located adjacent to each occupant. The switches and temperature control are located on the lower right side of the instrument panel in the climate control center panel. The temperature control regulates the desired temperature of the cabin. Turn the control clockwise for increased cooling, counterclockwise for decreased cooling. Located inboard of the temperature control is the fan speed switch and the air conditioning "ON-OFF" switch. The fan can be operated independently of the air conditioning. However, it must be on for air conditioner operation. Turning either switch off will disengage the compressor clutch and retract the condenser door. Cooling air should be felt within one minute after the air conditioner is turned on. NOTE If the system is not operating in 5 minutes, turn the system "OFF" until the fault is corrected. The "FAN" switch allows operation of the fan with the air conditioner turned "OFF" to aid cabin air circulation if desired. A "LOW," "MED" or "HIGH" flow of air can be selected to the air conditioner outlets located in the overhead duct. The outlets can be adjusted or turned off by each occupant to regulate individual cooling effect. The "DOOR OPEN" indicator light is located to the left of the radio stack in front of the pilot. The Iight illuminates whenever the condenser door is open and remains on until the door is closed. A circuit breaker located on the circuit breaker panel protects the air conditioning electrical system. Whenever the throttle is in the full throttle position, it actuates a micro switch which disengages the compressor and retracts the scoop. This is done to obtain maximum power and maximum rate of climb. The fan continues to operate and the air will remain cool for approximately one minute. When the throttle is retarded approximately 114 inch, the clutch will engage and the scoop will extend, again supplying cool, dry air. *Optional equipment ISSUED: JULY ll,1977 REVISED: APRIL 13,1979 REPORT: VB-880 1-)< SECTION 7 DESCRIPTION AND OPERATION PIPER AIRCRAFT CORPORATION PA-28-161, CHEROKEE WARRIOR II 7.39 CARBURETOR ICE DETECTION SYSTEME A carburetor ice detection system is available as optional equipment. The system consists of a control box mounted on instrument panel, a probe sensor mounted in the carburetor and a red warning light to indicate the presence of ice in the carburetor. If ice is present apply full carburetor heat. Refer to 3.28. Carburetor Icing, in the emergency procedures. To adjust the system for critical ice detection, first turn on the airplanes master switch and then turn on the ice detection unit. Turn the sensitivity knob fully counter clockwise causing the carb ice light to come on. Now rotate the sensitivity knob back (clockwise) until the ice light just goes out. This establishes the critical setting. WARNING This instrument is approved as optional equipment only and Flight Operations should not be predicated on its use. *Optional equipment REPORT: VB-880 7-26 ISSUED: JULY ll,1977 REVISED: MAY 30,1980